Condenser for use in a car cooling system

ABSTRACT

A condenser apparatus includes a pair of headers provided in parallel with each other; a plurality of tubular elements whose opposite ends are connected to the headers; and fins provided in the air paths between one tube and the next. Each of the headers is made of a cylindrical pipe of aluminum. At least one of the headers is internally divided by a partition into at least two groups of coolant passageways, thus enabling the flow of coolant to make at least one U-turn in the header. The partition extends into the header through a slit in the header. Each of the tubular elements is made of a flat hollow tube of aluminum. The opposite ends of the tubular elements are inserted into slits produced in the headers so that they are liquid-tightly secured.

This is a division of application Ser. No. 328,896, filed Mar. 27, 1989,now U.S. Pat. No. 4,936,379, the text of which is hereby incorporated byreference, which is a division of Ser. No. 077,815, fled Jul. 17, 1987now U.S. Pat. No. 4,825,941.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a condenser for use as a cooler inautomobiles, and more particularly to a condenser for such use, which ismade of aluminum. Herein "aluminum" includes alumina alloys.

2. Description of the Prior Art

In general heat exchangers as car coolers use a high pressure gaseouscoolant, and they must have an anti-pressure construction.

To this end the known heat exchangers are provided with a core whichincludes flat tubes arranged in zigzag forms, each tube having pores,and fins interposed between one tube and the next. Hereinafter this typeof heat exchanges will be referred to as a serpentine type heatexchanger.

The serpentine type heat exchangers are disadvantageous in that thecoolant undergoes a relatively large resistance while flowing throughoutthe tubes. To reduce the resistance the common practice is to use widertubes so as to increase the cross-sectional area thereof. However thisleads to a large core, and on the other hand an accommodation space inthe automobile is very much limited. As a result this practice is notalways effective.

Another practice is to place more fins in the space between the tubes.This requires that the height of each fin is reduced. However, when thefins are too small the bending work becomes difficult, and takes moretime and labor.

In general the condenser has a coolant path which consists of twosections, that is, an inlet section, hereinafter referred to as"condensing section" in which the coolant is still gaseous, and anoutlet section, hereinafter referred to as "supercooling section" inwhich it becomes liquid. In order to increase the heat exchangeefficiency it is essential to increase the area for effecting heattransfer in the condensing section, whereas it is no problem for thesupercooling section to have a reduced area for heat transfer.

The conventional serpentine type heat exchangers have a coolantpassageway which consists of a single tube. If the tube is to have awider cross-sectional section the tube per se must be large throughoutthe entire length; in other words a large tube must be used. This ofcourse leads to a larger condenser.

As is evident from the foregoing description it is difficult to improvethe conventional serpentine type heat exchangers merely by changing thedimensional factors thereof.

Basically the serpentine type heat exchangers involve the complicatedprocess which consists of bending tubes, and then assembling them into acore in combination with fins. This is why it is difficult to producethe heat exchangers on automatic mass production line. Non-automaticproduction is costly.

OBJECTS AND SUMMARY OF THE INVENTION

The present invention aims at solving the difficulties pointed out withrespect to the conventional serpentine type heat exchangers, and has forits object to provide a condenser having a relatively small core whichnevertheless includes a large effective cross-sectional area for coolantpassageways, thereby reducing a possible resistance to the flow ofcoolant.

Another object of the present invention is to provide a condenser havingcoolant passageways which are divided into a condensing section and asupercooling section which are different in the numbers of tubes fromeach other.

A further object of the present invention is to provide a condenserhaving a core whose construction is adapted for enhancing the heatexchange efficiency.

Other objects and advantages of the present invention will become moreapparent from the following detailed description, when taken inconjunction with the accompanying drawings which show, for the purposeof illustration only, one embodiment in accordance with the presentinvention.

According to the present invention there is provided a condenser adaptedfor use in the car cooling system, the condenser comprising:

a pair of headers provided in parallel with each other;

a plurality of tubular elements whose opposite ends are connected to theheaders;

fins provided in the air paths between one tube and the next;

wherein each of the headers is made of a cylindrical pipe of aluminum;

wherein each of the tubular elements is made of a flat hollow tube ofaluminum by extrusion; and

wherein the opposite ends of the tubular elements are inserted intoslits produced in the headers so that they are liquid-tightly solderedtherein.

As is evident from the summary of the invention, the present inventionadopts a multi-flow pattern system, whereby the coolant flows through aplurality of tubular elements at one time. The effective cross-sectionalarea for coolant passageways can be increased merely by increasing thenumber of tubular elements, thereby reducing resistance acting on thecoolant. This leads to the reduction in the pressure loss of coolant.

In general, the multi-flow pattern system is unable to withstand a highpressure provided by a pressurized gaseous coolant because of therelatively fragile joints between the headers and tubular elements, andthe headers per se which are constructed without presupposing the highpressure which would act thereon by the coolant. In order to solve thisproblem encountered by the multi-flow pattern system the condenser ofthe present invention uses a cylindrical pipe for the header, and flattubes for the tubular elements, whose opposite ends are inserted in theslits produced in the headers and soldered therein, thereby ensuringthat the condenser withstands a high pressure provided by the coolant.

Each of the headers is internally divided by a partition into a leasttwo sections; that is, a condensing section and a supercooling section,wherein the condensing section has a coolant in its gaseous statewhereas the supercooling section has a coolant in its liquid state. Whenthe coolant is in a gaseous state its volume is large, which requires arelatively large effective cross-sectional area for the coolantpassageways. When it is in a liquid state the volume reduces, therebyallowing the coolant passageway to have a relatively smallcross-sectional area.

According to the present invention there are provided dimensionalrelationships among the width, height and pitch of the tubular elementsand fins as follows:

Width of the tubular element: 6 to 12 mm

Height of the tubular element: 5 mm or less

Height of each fin: 8 to 16 mm

Fin Pitch: 1.6 to 3.2 mm

The tubular elements are jointed to the headers; more specifically, theopposite ends of each tubular element are inserted into slits producedin the headers so that they fit therein in a liquid-tight manner andthen they are soldered therein. Prior to the insertion the tubularelements or the headers or both are provided with a layer of a solderingsubstance. All the soldering is effected at one time by placing theassembled unit in a furnace, thereby saving time and labor in theassembling work.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a from view showing a condenser embodying the presentinvention;

FIG. 2 is a plan view showing the condenser of FIG. 1;

FIG. 3 is a perspective view showing the joint between the header andthe individual tubes;

FIG. 4 is a cross-sectional view through the line 4--4 in FIG. 1;

FIG. 5 is a cross-sectional view showing the joint between the headerand the tube;

FIG. 6 is a cross-sectional view of the tube exemplifying a dimensionalrelationship about it;

FIG. 7 is a schematic view of the fin exemplifying a dimensionalrelationship about it;

FIG. 8 is an explanatory view showing a flow pattern of coolant;

FIG. 9 is a perspective view showing a modified version of the jointbetween the tubes and the header;

FIG. 10 is a cross-sectional view showing the relationship between thetube and the header after they are jointed to each other;

FIGS. 11A-11C arc cross-sectional views showing a modified version ofthe stopper produced in the tube;

FIGS. 12A-12C are cross-sectional views showing another modified versionof the stopper;

FIGS. 13A-13C are cross-sectional views showing a further modifiedversion of the stopper;

FIG. 14 is front view showing a modified version of the condenser;

FIG. 15 is a graph showing the relationship between the width of thetubes and the rate of air passage therethrough;

FIG. 16 is a graph showing the relationship between the height of thetubes and the pressure loss of air; and

FIG. 17 is a graph showing variations in the heat exchange efficiencywith respect to the height of the fins and the pressure loss of air.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

As shown in FIG. 1 the condenser 10 of the present invention includes aplurality of planar tubes 11, and corrugated fins 12 alternatelyarranged. The tubes 11 are connected to headers 13 and 14 at theiropposite ends.

The tube 11 is planar, made of aluminum; preferably, of a multi-hollowtype.

The header 13, 14 is made of a cylindrical pipe of aluminum. It isprovided with slits 15 produced at equal intervals along its length,where the ends of the tubes 11 are soldered to the respective headers13, 14. The left-hand header 13 is provided with a coolant inlet pipe 16at its upper end and plug 17 at the lower end. The right-hand header 14is provided with a coolant outlet pipe 18 at its lower end and a plug 19at its upper end. The coolant inlet and outlet are diametricallylocated. The reference numerals 23 and 24 denote side plates fixed tothe fins 12 located at the outermost positions.

Each header 13, 14 is provided with a partition 20, 21, respectively,thereby dividing the internal chamber into upper and lower sections,wherein the partition 20 in the header 13 is located slightly toward theinlet 16, whereas the partition 21 in the header 14 is located about 1/3the length toward the outlet 18.

Because of the provision of the partitions 20 and 21 in the headers 13and 14 the flow pattern of the coolant is formed as shown in FIG. 8;that is, the coolant passageway is grouped into an inlet section (A), amiddle section (B) and an outlet section (C). As seen from FIG. 8 thecoolant flows in three different directions. In addition, the tubes aredifferent in number from group to group; that is, the group (B) has moretubes than the group (C) (outlet section), and the group (A) (inletsection) has more tubes than the group (B). This means that the group(A) has a larger effective cross-sectional area for coolant passagewaythan the group (B), which in turn has a greater area for it than thegroup (C).

Referring to FIG. 8 the coolant introduced into the core through theinlet pipe 16 flows to the right-hand header 14 in the inlet section(A), and then in a reversed direction in the middle section (B). In theoutlet section (C) the flow of coolant is again reversed, and led to theright-hand header 14, where it is discharged through the outlet pipe 18.While the coolant is flowing through the sections (A), (B) and (C) heatexchange takes place between the coolant and the air passing through thefins 12. In the inlet section (A) the coolant is in its gaseous state,but because of the large effective cross-sectional area in the section(A) heat exchange proceeds efficiently between the coolant and the air.In the section (C) the coolant is in its liquid state, and reduced inits volume, which allows the section (C) to have a relatively smallcross-sectional area for coolant passageway as compared with the section(B). In this way the coolant passes through the first condensing section(A), the second section (B) and the third supercooling section (C), inthe course of which heat exchange smoothly and efficiently takes place.

In the illustrated embodiment the numbers of tubes are progressivelydecreased from the section (A) to the section (B) and to the section(C). However it is possible to give the same number of tubes to thesections (A) and (B), and a smaller number of tubes to the section (C).Alternatively it is possible to arrange so that each section (A) to (C)has the same number of tubes but their cross-sectional areas areprogressively reduced from the section (A) to the section (B) and to thesection (C). As a further modification the intermediate section (B) canbe omitted; in this case the flow pattern is called a two-path system.In contrast, the above-mentioned embodiment is called a three-pathsystem. As a still further modification one or more intermediatesections can be added.

The illustrated embodiment has the headers located at the left-hand sideand the right-hand side but they can be located at the upper side andthe lower side wherein and tubes and fins are vertically arranged.

To join the tubes 11 to the headers 13, 14 the tubes or the headers orboth are previously provided with a layer of a soldering substance ontheir ajoining surfaces. More specifically, as shown in FIG. 3 there isa an aluminum pipe 13a, such as a clad metal pipe, which is used as theheaders 13 and 14. The clad pipe 13a has a layer of a solderingsubstance 13b. The pipe 13b is electrically seamed but can be made byextrusion or any other known method. For the soldering substance anAl.Si alloy preferably containing 6 to 13% by weight of Si is used. Thetubes 11 are inserted in the slits 15 for their end portions to be heldtherein. Then they are heated together to melt the soldering substance.In this case, as clearly shown in FIG. 5 the adjoining parts of the tube11 and the clad pipe 13a have fillets 29, whereby the header 13, 14 andthe tubes 11 are jointed to each other without gaps interposedtherebetween. Likewise, the corrugated fins 12 can be provided with alayer of a soldering substance, thereby effecting the soldering jointbetween the fins 12 and the tubes 11 simultaneously when the tubes 11are jointed to the headers 13, 14. This facilitates the soldering jointamong the headers 13, 14, the tubes 11 and the fins 12, thereby savinglabor and time in the assembling work. The layer of a solderingsubstance can be provided in the inner surface of the clad pipe 13a.

The partitions 20, 21 are jointed to the respective headers 13, 14 inthe following manner;

The clab pipe 13a is previously provided with a semi-circular slit 28 inits wall, wherein the slit 28 covers half the circumference of the pipe13a. The partition 20, 21 is made of a disc-shaped plate having asmaller circular portion 20a and a larger circular portion 20b, whereinthe smaller circular portion 20a has a diameter equal to the insidediameter of the pipe 13a, and wherein the larger circular portion 20bhas a diameter equal to the outside diameter of the pipe 13a. The largerdiameter portion 20b is inserted and soldered in the slit 28. Theheaders 13, 14 and the partitions 20, 21 are preferably provided withlayers of soldering substances as described above, so that the solderingjoint between them can be performed simultaneously when the tubes 11 aresoldered to the headers 13, 14. This finishes the soldering joint amongthe headers, the tubes, the fins and the partitions at one time. Thelarger diameter portion 20b fits in the slit 28 so that no leakage ofcoolant is likely to occur, and that the appearance of an outer surfaceof the pipe 13a is maintained. In addition, the larger diameter portion20b is embedded in the slit 28, thereby preventing the partition 20, 21from being displayed by an unexpected force acting thereon.

As is generally known in the art, the pressure drop for air largelydepends on the relative positional relationship between the tubes 11 andthe fins 12. A reduced pressure loss leads to the increased heatexchange efficiency. Accordingly, the heat exchange efficiency dependson this positional relationship between them. Now, referring to FIGS. 7and 8 this positional relationship will be described:

It is prescribed so that the tube 11 has a width (W) of 6 to 12 mm, anda height (Ht) of not smaller than 5 mm, and that the fin 12 has a height(Hf) of 8 to 16 mm, and a fin pitch (Fp) of 1.6 to 3.2 min. Referring toFIGS. 15, 16 and 17 the reasons for the prescriptions are as follows:

As shown in FIG. 15, if the tube 11 has a width of smaller than 6 mm thefin 12 will be accordingly narrower, thereby reducing the number oflouvers 12a. The reduced number of louvers 12a leads to less efficientheat exchange. It the tube is wide enough to allow an adequate number oflouvers 12a to be provided on the fins 12, the heat exchange efficiencywill be enhanced. However if the width (W) of the tube is more than 12mm, the fins 12 will be accordingly widened, thereby increasing itsweight. In addition too wide fins and too many louvers are likely toincrease resistance to the air passing therethrough, thereby causing agreater pressure loss of air.

If the fins 12 have a height (Hf) of more than 5 mm the pressure loss ofair will increase. The inside height (Hp) of the tube 11 is preferablynot smaller than 8 mm. The inside height (Hp) is important in that itdefines the size of an effective coolant passageway. If it is smallerthan 8 mm the pressure drop of coolant will increase, thereby reducingthe heat exchange efficiency. In order to maintain a height (Hp) of atleast 0.8 mm for coolant passageway, the height (Hp) of the tube 11 willhave to be at least 2.5 mm inclusive of the thickness of the tube wall.

As shown in FIG. 17, if the height (Hf) of the fin 12 is not larger than8 mm the pressure drop of air will increase, but if it is larger than 16mm the number of fins will have to be reduced, thereby reducing the heatexchange efficiency.

If the pitch (Fp) of fins 14 is smaller than 1.6 mm there will occur aninterference between the adjacent louvers 12a, thereby amplifying thepressure loss of air. However if it exceeds 3.2 mm the heat exchangeefficiency will decrease.

Referring to FIGS. 9 and 10 a modified version will be described:

This embodiment is characteristic in that it is provided with shoulders25 which work as stop means to prevent the tube from being inserted toodeeply into the header 13, 14. More specifically, the tube 11 includes abody 111 and a head 111a which has shoulders 25 therebetween. Theshoulders 25 are adapted to come into abutment with the heater 13, 14when the tube 11 is inserted into the slit 15.

As modified versions of the stop means various examples are shown inFIGS. 11 to 13:

FIG. 11 shows the process of forming stop means 125. In (a) the tube 111has sharp or acute corners. The corners are cut away in such a manner asto form bulged portions 125, which provide stop means. FIG. 12 shows atube 311 having round corners, which are split lengthwise in such amanner as to form shoulders 225. FIG. 13 shows a tube 411 having arelatively thin wall. In this case the cutting and splitting are jointlyused in such a manner as to form shoulders 325.

FIG. 14 shows an example of the condenser embodying the presentinvention, characterized in that the condenser is provided with a space27 void of any tube or fin so that an obstacle 26 is avoided when it isinstalled in an engine or compartment elsewhere. This embodiment has apair of headers 113 and 14, and the left-hand header 113 is divided intotwo parts 113a and 113b. The tubes 11 consist of longer tubes 11a andshorter tubes 11b, which are connected to the header 113b at theirleft-hand ends. The other ends thereof are connected to the header 14.The outlet pipe 18 is provided on the header 113b. The coolantintroduced through the inlet pipe 16 flows in the direction of arrows upto the right-hand header 14, and makes a U-turn to flow through theshorter tubes 11b up to the header 113b, where it is let out through theoutlet pipe 18. The number of the space 27 is determined in accordancewith that of an abstacle 26; when three spaces are to be given, threekinds of lengths of tubes are used.

What is claimed is:
 1. A condensing apparatus comprising:a pair ofheaders provided in parallel with each other; a plurality of tubularelements whose opposite ends are connected to the headers; fins providedin air paths present between one tube and the next; wherein each headeris made of an aluminum pipe having a circular cross-section; whereineach of the tubular elements is made of a flat hollow aluminum tube; andwherein the opposite ends of the tubular elements are inserted in slitsproduced to the headers, and liquid-tightly secured therein; wherein atleast one of the headers is internally divided by a partition into atleast two groups of coolant passageways, thereby enabling the flow ofcoolant to make at least one U-turn in the headers; and wherein thepartition is inserted in the header through a slit produced in theheader and secured therein.Iadd., the portion of the partition disposedin the header being without any perforations.Iaddend..